Frictional transmission-gearing.



H. L. BEACH.

FRIGTIONAL TRANSMISSION GEARING.

APPLICATION FILED APR. 12. 1913.

Patented May 26, 1914.

3 SHEETS-SHEET 2.

Haflry L. Brae/z. fwd/6110f COLUMBIA PLANOGRAPH co., WASHINGTON, D. c.

H. L. BEACH.

FRIGTIONAL TRANSMISSION GEARING.

APPLICATION FILED APR. 12 1913 Patented May 26, 1914.

a SHEBTS-SHBET a.

COLUMBIA PLANOGRAPH :0, WASHINGTON, D. c.

HENRY L. BEACH, OF MONTROSE, PENNSYLVANIA.

FRICTIONAL TRANSMISSION -GEARING.

Specification of Letters Patent.

Patented Ma 26, 1914.

Original application filed December 26, 1912, Serial No. 738,677.Divided and this application filed April To all whom it may concern Beit known that I, HENRY L. BEACH, a citizen of the United States,residing at- Montrose, in the county of Susquehanna and State ofPennsylvania, have invented certain new and useful Improvements inFrictional Transmission-Gearing, of which the following is aspecification.

This invention relates to variable speed transmission mechanismespecially designed for use in connection with the propulsion of1notor-driven vehicles.

A leading object of the present invention is to provide a transmissionmechanism wherein during the greater portion of the operation of themachine, said machine may be driven on a direct drive between the enginecrank-shaft and the driven-shaft, so that during only a comparativelyshort period of the operation of the machine, the frictional gearing isbrought into use.

Another leading feature of the invention is to so arrange the parts thatthe transmission mechanism may be condensed into the smallest possiblespace and wherein the active agencies of the transmission mechanism arepractically contained within a flywheel in such position as to bereadily accessible and which fly-wheel is utilized as a part of theclutch-mechanism for connecting the drive-shaft to the driven-shaft.

Another feature of the invention is the employment of a frictionaltransmission mechanism which is so arranged that during the greaterportion of the operation of the car this transmission mechanism issubstantially idle, thereby prolonging the life of the friction surfacesand permitting the machlne to be almost entirely driven by a di-.rectdrive from the crank-shaft; and wherein the means for rendering thefriction mechanism active and as the operating means for transmittingmotion and power to Serial No. 760,618.

sectional view of a transmission mechanism embodying the salientfeatures of my inventlon. Fig. 9. is a rear elevation of the same. Fig.3 1s a side elevation of a supplemental shiftable frame by which thefriction transmission is carried. Fig. 4.- is a detail in frontelevation of one of the brackets upon which the bell-crank levers, 60,are mounted. Fig. 5 is a plan view of a clutch mechanism for connectingthe drive and driven shafts. Fig. 6 is a side elevation of the samepartially in section. Fig. 7 is a plan View of the flanged sleevethrough which motion is communicated to the fly-wheel of the machine.Fig. 8 is a vertical sectional view of a fly-wheel showing a flangedsleeve of slightly modi' fied form. Fig. 9 is a side elevation of alever mechanism for shifting the friction wheel, 36. Fig. 10 is amodification of the lever mechanism of Fig. 9. Fig. 11 is a detail to bereferred to. Figs. 12 and 13 are modifications to behereinafterdescribed.

In carrying out my invention I mount the transmission mechanism withinan appropriate frame, 10, which frame may be of any suitableconstruction, said frame beingadapted to support and sustain theoperating parts of the transmission mechanism, as I will hereinafterfully set forth.

The transmission mechanism is designed to be attached to the crank case,12, of the engine and this may be done by any suitable means, as byfitting the case to appropriate studs, 13, which enter openings in thecrank case, as shown in Fig. 1. The engine crank shaft, 11, and thedriven shaft, 14, are arranged directly in line and are designed to beconnectedtogether through the medium of a suitable clutch mechanism,such as I will hereinafter describe.

Referring to Fig. 1, it will be seen that the crank shaft is embraced bythe hub portion, 15, of a flanged sleeve, 16, shown in detail in Fig. 7which sleeve is designed to have its hub portion fixedly connected tothe crank shaft and it has an internal bore of tapering-form adapted tofit the corresponding tapering crank shaft. This construction permits ofthe hub-portion of the sleeve being driven on the tapering crankshaft bya wedging action to thereby more securely hold the sleeve to the shaft.Loosely mounted on the hub-portion of the flanged sleeve is the hub ofthe fly-wheel, 17,

said fiy-wheel being of suitable dimensions inner surface of itsvertical web the horizontally extending studs, 18. These studs areequi-distant and are of substantial thick ness and as many of them maybe used as may be found desirable, said studs adapted to enter openings,18, formed in the flange of the sleeve near the edge thereof, andthrough these studs the fly-wheel is connected directly to the flangedsleeve, 16, which in turn is secured by keying or otherwise directly tothe crank-shaft, it being understood that the fly-wheel thus rotateswith said sleeve, but is permitted to have a slight longitudinalmovement upon the extended hub-portion of the sleeve, 15.

The studs, 18, may be cast integral with the fly-wheel or they may bemade as separate element-s suitably secured to said flywheel, withoutdeparting from the spirit of my invention, it being understood that ineither event the studs will closely fit the holes, 18, in the flangedsleeve and that said studs will constitute the driving means forconnecting the fly-wheel to the engine crank-shaft while at the sametime permitting the fly-wheel to have a slight movement parallel withthe axis of said shaft, this movement being provided by the hub-portionof the fly-wheel being loose upon the corresponding portion, 15, of theflanged sleeve, and by making a slight annular recess, 19, in the crankcase, 12, in line with the outer end of the hub of the fly-wheel, asshown in Fig. 1.

Bet-ween the engine crank case, 12, and the fly-wheel andcircuinscribing the hub of said wheel, is an appropriate ball-bearingstructure which is herein shown as com prising a housing or case, 20,formed of two threaded parts one of which is parallel with and fitsclosely against the crank case and the other lies adjacent and parallelto the inner side of the fly-wheel, said case inclosing ball-races, 21,between which suitable balls, 22, are mounted.

In order that any wear which may occur in the ball-races may be taken upor compensated for and the fly-wheel thus held perfectly true underworking conditions, I provide for the aforesaid horizontal slidingmovement f the fly-wheel on the hub of the flanged sleeve, 16, and for alongitudinal sliding movement of the studs, 18, in their respectiveopenings in the flanged portion of said sleeve, and I obtain thenecessary movement and adjustment referred to by means of set screws,23, which are mounted in the sleeve, and have their inner ends bearingagainst the fly-wheel, said screws being held after the necessaryadjustment has been obtained, by means of lock nuts, of any suitablecharacter. By

the means described or others of an equivalent character, any wear whichmight arise in the ball-bearing heretofore described ca be readily takenup while the accurate running of the fly-wheel at all times is providedfor; also, any lateral pressure brought upon the fly-wheel by thefriction disks hereinafter mentioned, will be sustained by saidball-bearing.

In order that the crank-shaft, 11, and the driven-shaft, 1 1, may beaccurately alined, it is desirable that the crank-shaft be extended intothe driven-shaft and to this end I have shown in Fig. 1, a nut, 25,threaded on the end of the crank-shaft and having an extended portion26, of substantial length entering a corresponding socket or bearing,27, formed in the adjacent end of the drivenshaft; it will be readilyunderstood, however, that this extension of the crank-shaft, into thedriven-shaft may be effected by extending the length of the crank-shaftso as to make the extension, 26, as an integral portion thereof, inwhich case it will only be necessary to turn down this extended portion,26, as shown in Fig. 12, to form the part which enters the socket in thedrivenshaft. Either construction may be used without departing from thesalient features of my invention.

To provide for any wear on the studs which might reduce the diameter ofthe said studs and thus provide for a slight movement of the flangedsleeve, and in order to hold the sleeve rigidly to the fly-wheel whileallowing for the horizontal sliding movement of said wheel, as beforeexplained, I may flatten the studs, 18, on one side and engage theseflattened portions by-set screws, 28, which are mounted in the flangedsleeve and are held in locked position after adjustment by means of jam-nuts, 29, or like fastenings.

The fly-wheel is connected to the drivenshaft by means of a suitableclutch mechanism and a clutch suitable for my purpose is shown in Fig.5, as comprising a casting or frame, 30, having a periphery formed ofone or more segmental blocks, 31, forming a rim covered by someappropriate friction material, said casing or frame being split ordivided at one side, whereby the casting or frame, 30, and its rim arecapable of ex pansion to bring the periphery of the block or blocks, 31,into intimate and driving contact with the inner circumference of theflywheel.

As shown in Fig. 5, the clutch is operated by a suitable cam block, 33,fixed to a lever, 84, and interposed between the divided portions of theclutch and adapted to expand the clutch when the lever is operated, saidlever being herein shown as of curved form having its free endpositioned to be operated upon by the wedge-shaped end, 35, of ashiftable or change speed friction wheel, 36, which I will presentlydescribe. The clutch member herein shown and described is but oneembodiment of a device which I may adopt for my purpose, and itforms noessential part of my present invention.

The clutch frame, which is of disk-form, is provided with a hub portion,37, which is fixed to the front end of the driven-shaft, 14, and theouter and active portion of the clutch is housed within the fly-wheel,which fly-wheel is herein shown as capable of holding a lubricant inwhich the cam-block and outer end of the lever may dip to thereby insurethe automatic lubrication of said parts.

The change speed friction wheel, 36, is shiftably mounted on thedriven-shaft by splining or otherwise fixing it thereto so that it maymove longitudinally on the shaft, and its beveled or wedge-shaped end,35, which operates the lever, 34, of the clutch may be formed as anintegral portion of the wheel, as shown in Fig. 13, or it may, as shownat 35 in Fig. 1, be made a separate part of the wheel, in which case itwould be in the form of a flanged annulus bolted or otherwise fixed tothe wheel, as shown in Fig. 1, said wheel having its peripheryconstructed to removably receive the friction annulus or rim, 39, whichmay be made in any suitable manner and of any material best suited forproducing a friction drive, said annulus or rim adapted to frictionallyengage the inner plane surface of the opposed vertical rotatablefriction disks, 40, 41, said disks being arranged one at each side ofthe drivenshaft, 14, and just inside of the side portions of the frame,10, and with their inner plane surfaces parallel with each other andwith said shaft. The distance between the plane or friction faces of theopposed wheels, 40,'

41, is just equal to the outer diameter of the annulus or friction rim,89, carried by the shiftable friction wheel, said wheel adapted to beshifted along the faces of the opposed parallel friction wheels, 40, 41,toward and from the center thereof, to change the speed at which themachine may be driven, in the manner well known in the art of frictionalgearing, it being understood that the friction wheel may be moved pastthe center of the friction disks, as indicated in dotted lines in Fig.1, whenever it is desired to reverse the direction of motion of themachine.

Each friction disk, 40, 41, has its periphery formed of a removableannulus or friction rim, 42, adapted to frictionally engage acorresponding surface, 43, secured to the outer side of the fiy-wheel,Y17, and which latter surface may be removable by providing screws, 44,or other fastenings by which it is detachably fitted to said fly-wheel.The engaging surfaces, 42, 43, just referred to i may be of any materialfound best suited for a friction drive, and the friction surface, 43,may be a plate or open center disk of substantially right-angled crosssection and provided with an inwardly extending flange, 43, which byextending over the inner edge of the fiy-wheel forms an inclosingchamber for the circumferential or rim portion of the clutch, which isthereby substantially housed within the fiy-wheel, but which is readilyaccessible through the open center of the plate or disk, 43,

Each of the opposed friction disks, 40, 41, is provided with a hubportion, 45, of substantial diameter into the outer end of which isscrewed or otherwise fitted a plate, 45, which incloses the outer end ofthe chamber, 46, formed by said hub portion. In this chamber are placedsuitable blocks, 47 forming race-ways for the balls, 48, there being inthe outer portion of said chamber, a single annular series of ballswhile in the inner part of the chamber I have shown a double annularseries of balls, the balls of each series being suitably confinedbetween the opposed ball-races, 47, in such manner that the balls takeup the thrust in all directions and thus insure the accurate freerunning of the friction disks, 40, 41. The type of ball bearing referredto and shown in Fig. 1 may be considered as but one embodiment of aballbearing which I may use in my improved transmission, but it will beunderstood that this particular type. of bearing forms no essential partof the present invention and is not herein specifically claimed, andthat any ball bearing suitable for the purpose I have in View may beused as a substitute for the bearing shown.

Placed interiorly to the hub of each friction disk, 40, 41, andinteriorly to the innermost of the blocks or rings, 47, which form theraces for the ball-bearings is a sleeve, 50, the inner end, 51, of whichis flanged so asto bear against the innermost of the ball-races orrings, 47 said sleeve being supported on steel studs, 50, rigid with andprojecting from. the inner side of the'frame, 10, said sleeve beingnon-rotatable andbeing adapted to thereby have a slight movement on saidstuds, 50, parallel with its axis and at right angles to thedriven-shaft, 14, suffi cient space being provided at each end of thesleeve for this purpose. The studs, 50, permit the friction disks, 40,41, to be moved toward and from the change speed wheel, 86, and theysupport said disks and also take the strain of the thrust from theflywheel.

The outer end of the sleeve, 50, has fixed to it a plate or bar, 52,which is provided with inwardly extending lugs, 53. To these lugs arepivotally mounted by bolts, 54, or otherwise, the short links, 55, saidlinks'having their outer ends pivotally connected to the inner shortarms of the levers, 56, said levers being pivoted at 57 and the innerportions of the levers being forked so that the levers may straddle theadjacent portion of the supporting frame, 10, of the transmissionmechanism, as shown in Fig. 3, it being understood that this providesfor the employment of a pair of spaced links, 55, on the inner ends ofthe forked levers, 56. In other words, each lever has its inner endconnected to the plate or bar, 52, at top and bottom or at pointssubstantially above and below the frame, 10.

To the vertical portion of each of the levers, 56, and pivotally mountedthereon are upper and lower bell-crank levers, 60, one arm, 61, of eachof which extends substantially parallel with the frame, 10, while theother arm, 62, extends inwardly of this frame, the frame beingpreferably oifset at this point as shown in Fig. 1, and the second-namedarm, 62, of the lever being connected to one end of ahorizontally-extending link, 63, which is bolted or otherwise fixed tothe frame, 10, by means of bolt, 64. The bell-crank levers are mounted011 brackets, 60 (Fig. 4), which in turn are securely fixed by boltingor otherwise, to the frame of the car, the bolt, 64, on which thebellcrank levers turn being in fact a fixed point on the car frame. Thebell-crank levers are connected in pairs by means of the pins or bolts,64, as shown in Figs. 3 and 4, and it will be understood that there willbe one of the lovers, bell-cranks, and connections, as described, ateach side of the frame; in other words, the mechanism heretoforedescribed for one side of the frame is duplicated at the opposite sideand the outer ends of the levers, 56, at opposite sides of the frame aredesigned to be connected together so that the levers may be operated inunison as I will presently describe.

The frame which carries the transmission mechanism is designed to besuspended from the frame, 65, of the car as shown in Fig. 3, so that thetransmission frame, 10, may have a slight movement in a horizontal planeto carry the friction surfaces, 42, into and out of driving engagementwith the corresponding friction surface, 43, of the flywheel, when it isdesired to operate the car by a frictional drive, and to allow thefrictional surfaces, 42, of the disks, 40, to be moved away from thefriction surface, 43, of the fly-wheel when it is desired to drive themachine by direct drive, which may be resorted to during the greaterperiod of time the car is in motion. This enables me to maintain thefrictional surfaces idle during the greater portion of the running ofthe car and consequently reduces to a minimum the wear and the cost ofmaintenance of these most expensive parts of a frictional transmissionmechanism.

That the foregoing movements may be obtained I connect the opposite endsof each side of the transmission frame, 10, to vertical links, 66, theupper portions of which are in turn pivotally connected to some portionof the frame or chassis of the car. The outer ends of the levers, 56,are pivotally connected to rods, 67, at the rear of the transmissionmechanism, said rods being shown in Fig. 1, as extending inwardly towardthe center line of the frame, 10, and having their inner endsappropriately connected to lugs, 70, formed at opposite points on theperiphery of a collar or sleeve, 71, which 1s turnable on a reducedportion of the end of a box or bearing, 68, which supports the rear endof the driven-shaft, 14, said collar or sleeve having an opening, 72,which receives the reduced portion of the box or bearing ofsubstantially oval form; that is, the opening, 72, has a minor verticalaxis which is equal to the external diameter of the reduced end portionof the box or bearing whereby the sleeve bears upon this portion of thebox at two opposite points. The major axis of the opening, 72, isslightly greater than the minor axis and is horizontal, whereby a spaceis provided at each side of the shaft to enable the collar or sleeve tohave a slight lateral movement, for purposes which I will hereinafterdescribe. The sleeve or collar, also, has a short arm, 73, projectingfrom it at a point about midway of the other arms, 70, and to this shortarm is connected a rod, 74, which extends to one arm of a bell-cranklever, 75, suitably fulcrumed on the frame of the machine, as shown inFig. 11, and having its other arm connected to a rod, 76, which extendsto the usual operators foot-lever, (not shown), whereby when said leveris operated the bellcrank lever, 75, is rocked about its fulcrum and thesleeve or collar, 71, is turned about the outside of the box or hearing,as an axis and the rods, 67, are moved in opposite directions to forcethe outer ends of the levers, 56, apart, thereby causing these levers tofirst swing about the fulcrum point, 57, and the short arms of thelevers to push upon the links, 55, which connect the levers with thebars or plates, 52, and by these plates engaging the hubs of thefriction disks, they push the friction disks inwardly on the studs, 50,so that their plane faces will be forced into frictional contact withthe rim of the shiftable friction wheel, 36. When the frictional disks,40, 41, come to a stop against the friction surface or rim of the wheel,36, and a further pressure is placed upon the levers, 56, by theoperator and through the connections before described, the fulcrumpoints of the levers are changed and the levers will now swing upon thepins, 56, which connect their short arms to the links, 55, with theresult that the bell-crank levers, 60, are now rocked about the bolts orpivots, 64, and the long arms of these levers are moved horizontally andthrough the link connections, 63, the swinging frame, 10, is movedhorizontally to carry the friction surfaces or rims of the disks, 40,41, against the corresponding friction surface of the fly-wheel, itbeing understood that the short arms of the bell-crank levers, 60, areconnected to the levers, 56, by the pins or bolts, 57 before mentioned.

The arrangement shown and described is such that the distance betweenthe points, 56 and 57 is about equal to one third the distance betweenthe point, 56, and the pivotal point of the outer end of the lever, 56,and the bolt or point, 57, being the fulcrum of the lever, 56, anynumber of pounds pressure exerted on the outer ends of the lever will bemultiplied three times at the point 56. Now, when the outer or long armsof the levers, 56, are moved outwardly, the disks, 40, 41, will be movedinwardly until they come against the rim of the shiftable frictionwheel, 36, but up to this time no substantial pressure has been appliedto the outer ends of the levers. But, if a ten pound pressure is nowbrought against the outer ends of the levers, 56, there will occur abouta thirty (30) pound pressure at the fulcrum points, 56', and about aforty (40) pound pressure at the point, 57. If the distance between thepoints, 57 and 64, and between 64 and 64, (at which latter point thearms, 62, of the bell-cranks are connected to the links, 63), is thesame, there would result say a forty (40) pound pressure at the point,64, which would be about ten (10) pounds too much for my purpose; henceI prefer to make the arms, 62, of the bell-crank levers say aboutone-fourth (4th) longer than the arms, 61, and accordingly, I thusequalize the pressure as I then obtain say a thirty (30) pound pressureat the points 56 and 64. The pressure upon the fly-wheel, frictionsurface and upon the rim of the shiftable friction wheel, 36, aretherefore about equal. It will also be observed, in this connection,that friction disk, 43, on the flywheel has a greater diameter thanthatof the shiftable friction wheel, 36, and therefore, a trifle lesspressure is required on the said disk to do the same amount of work. Forthis reason I prefer to make the arms, 62, of the bell-cranks slightlymore than one-fourth (4th) longer than the arms, 61, as beforeexplained, it being understood that during the movements specified, theframe, 10, is, through the links, 63, and 66 caused to move horizontallyto bring the friction rims of the disks, 40, 41, into driving connectionwith the friction disk or surface, 43, of the fly-wheel.

In the construction specified, turn-buckles, 67 let into the length ofthe rods, 67, are

also important because it is the function of these turn-buckles to keepthe operators foot-lever in its relative position and this may be doneby the adjustment of the turnbuckles to take up any wear of the frictionsurfaces, or other parts, so as to maintain uniformity of friction. If,however, by reason of oversight, or otherwise, there should be an unevenfriction at opposite sides of the transmission mechanism during theoperation of the car, this may be compensated for and taken up by theprovision of the oval space, 72, in the sleeve of collar, 71, as thisspace enables the sleeve or collar, to which the rods are connectedwhich actuate the levers and the friction wheels, 40, 41, to shiftlaterally in response to an uneven pressure of eitherof the levers,where by pressure applied through the foot-lever and connectionsspecified will be equally distributed through the levers, 56, to thefriction disks, 40, 41, and uniform application of pressure at bothsides of the friction wheel will be effected. The shiftable movementthus provided for the sleeve or collar, 71,

is also of importance, if from carelessness, or

otherwise, in the adjustment of the turnbuckles, one of these partsmight be given a greater movement than the other. In other words, ifthere should be an unequal turning of the turn-buckles, there mightarise a little more pressure on one side of the transmission mechanismthan on the other, and if this should arise, the slight movementafforded the sleeve or collar by reason of its oval-shaped opening, willcompensate for any irregularity in the pressure and thus automaticallyprovide for an equalization of pressure at both sides of thetransmission mechanism.

Another feature of some importance in a frictional transmissionmechanism is the provision which I make for the use of a brake wheel,80, on the driven shaft, and the fact that I may use a mechanism forshifting the friction wheel, 36, without resorting to the use of longrods and equivalent parts. As shown in Fig. 9, the friction wheel, 36,has its hub portion provided with an annular groove adapted to beengaged by the yoke end, 81, of a lever, 82, shown in Fig. 9, said leverbeing preferably of a curved type having its upper end pivotallyconnected to a link, 83, which in turn is pivotally mounted on a stud,84, fixed to some fixed part of the frame of the car. Between its endsthe lever, 82, has its opposite end pivotally connected to an operatinghand lever, 85, which extends up through the center of the car, saidhand lever having its lower end pivotally connected to a bracket, 85',projecting downwardly from the car frame, 65. From this description itwill be apparent that when the hand lever is operated in one direction,

the lever, 82, is moved to slide the friction wheel on the driven-shaftin one direction, and when the hand-lever is operated in anotherdirection, it moves the friction wheel along the shaft in an oppositedirection. This enables me to utilize a brakewheel and employ a leverfor operating said friction wheel, the lever being disposed between thebrake wheel and the friction wheel. In the arrangement shown the hub ofthe brake wheel may serve as a stop or abutment for the movement of thefriction wheel in the reverse direction.

In some instances the hand levermay be located at the side of the car inwhich case its lower end will be attached to a horizontal shaft, 8'7, asshown in Fig. 10, said shaft carrying a vertical arm, 88, to which isconnected a link, 89, which extends to and pivotally connects with thelever, 82, whereby the rocking of the shaft, '87, results in thefriction wheel being moved on the drivenshaft in one direction or theother.

In Fig. 8, I have shown a modification of the flanged sleeve which isfixed to the crank-shaft and which has openings to receive the studs, 18which serve as the means for connecting a friction disk, 16*, to thedrive-shaft, said sleeve, 16, in the instance noted, being provided withan extension, 16 lying parallel with the vertical face of the frictiondisk, and having an annular or rim portion, 16 which is concentric withand lies within the rim of the friction disk. In this instance, sleeve,16, of the flanged disk, which is regarded as the equivalent of thefly-wheel of Fig. 1, is securely fastened and keyed direct to thecrank-shaft (same as the sleeve, 15, in Fig. 1), and mounted upon itshub portion is the friction disk, 16 which is free to movelongitudinally, said disk being driven by the studs, 18 and set screwadjustments being provided both for taking up lost motion in theball-bearings and in the studs, the same as described for theconstruction shown in Fig. 1.

From the foregoing description it will be understood that during thegreater portion of the operation of the machine, I am enabled to operatethe machine by a direct drive from the engine crank-shaft, thefrictional gearing heretofore mentioned, being thus idle; but whendesiring to run on low speed, the friction gearing maybe broughtinstantly into action by the operation of the hand-lever, 85, when thedrive will be from the engine crank-shaft through the fly-wheel and thefriction wheels, 40, 41, and interposed shiftable friction wheel to thedriven shaft. In starting the machine the shiftable friction wheel maybe moved outwardly over the faces of the friction wheels, 40, 41, untilwhen near the outer periphery of these wheels, the beveled or wedgeportions, 38,

0f the shiftable friction wheel will engage the clutch l ver, 34, andthus operate the clutch to lock said clutch to the flywheel and thusproduce a direct drive, it being understood that in this position theoperators foot lever has been released to remove the swinging frame sothat the rims or frictional surfaces of the disks, 40, 41, are removedfrom driving connection with the friction surface of the fiy-wheel. Inthrowing the friction disks, 40, 41, into driving engagement with thefiy-wheel, the pressure of these disks is transmitted through thefiywheel to the ball-bearings directly and pressure upon these bearingsis resisted by the engine crank-case, 12, which is regarded as the mostrigid part of the machine. It will also be understood that the separatenut, 25, with its extension which enters a bore or socket in thedriven-shaft, is used primarily when my improved transmission mechanismis to be applied to cars already in use. In the case of a new car, thecrank-shaft may be extended to form the projecting end which fits in thesocket of the driven-shaft, as shown in Fig. 12.

The frame, 10, which supports the transmission mechanism, is hung underthe frame of the car and supported by the links, 66, so that it is freeto move forward to bring the rims of the friction wheels into contactwith the fiy-wheel. The movement of this frame is slight and onlysufficient movement is necessary to insure proper engagement anddisengagement of the friction surfaces. It will be also noted that in myconstruction I have brought the parts within a very small compass, amatter of importance in a frictional transmission mechanism; and thatthe arrangement is such that the moment I go into a direct drive, thefriction wheels, 4O, 41, come to a standstill; in other words, they areidle for about 90% of the time, but they are in such position that theymay be brought into instant use when wanted.

The clutch mechanism herein shown and described in connection with thefrictional transmission gearing, forms no essential part of the presentinvention and it is the subject matter of the claims of my formerapplication, filed December 26, 1912, Serial Number 738,667, of whichthe present application is a division.

Having thus described my invention what I claim as new and desire tosecure by Letters Patent is 1. In a transmission gearing, the combination with a drive-shaft, a fiy-wheel driven therefrom, said fly-wheelhaving a friction surface on one side, and a driven shaft, of. africtional transmission mechanism between the fly-wheel and thedriven-shaft, said transmission mechanism comprising opposed frictiondisks having parallel plane faces and having friction rims presentedtoward the friction surface of the fly-wheel, a change speed frictionwheel interposed between said disks and slidably mounted on thedriven-shaft, and means for moving the friction rims of said disks intoand out of driving connection with the friction surface, of thefly-wheel, said means including a lever fulcrumed on a fixed part and asecond lever fulcrumed on the first named lever and connected to one ofsaid opposed friction disks.

2. In a transmission gearing, the combination with a driven-shaft, afly-wheel, and means for operating the game, said fly-wheel having a.friction surface on one side, of a frictional transmission mechanismbetween the fly-wheel and the driven-shaft, said mechanism comprisingopposed parallel friction wheels one at each side of the driven-shaft, achange speed friction wheel interposed between said disks and slidablymounted on the driven-shaft, said disks having friction rims opposingthe friction surface of the fiy-wheel, and said shiftable wheel having afriction rim opposing the disks, and means for moving the disks intoengagement with the rim of the shiftable friction wheel and for movingthe friction rims of said disk into driving contact with the frictionsurface of the fiy-wheel in unison with the en agement of the disks withthe shiftable friction wheel, said last named means including bell-cranklevers fulcrumed on fixed parts and levers fulcrumed on the bell-cranklevers and connected to said opposed friction disks.

8. In a transmission gearing, the combination with a fly-wheel and meansfor operating the same,-of a shaft to be driven, said fly-wheel having afriction surface on one side, a friction transmission mechanism betweenthe fly-wheel and the shaft to'be driven, said mechanism comprising afreely suspended frame capable of a swinging movement in a horizontalplane, a pair of parallel friction disks carried by said frame anddisposed one on each side of the shaft to be driven, said friction disksadapted to have a movement toward and from each other and havingfriction rims presented toward the friction surface of the fly-wheel, ashift-able friction wheel on the shaft to be driven, having a frictionrim disposed adjacent the faces of said disks, levers connected to thedisks for moving said disks in unison to bring their plane faces intofrictional driving engagement with the rim of the shiftable frictionwheel, and other le vers fulcrumed to fixed parts for moving thefriction rims of the disks into driving engagement with the frictionsurface of the fly-wheel, said first-named levers being fulcrumed on thesecond-named levers.

t. In a transmission gearing, the combination with a fly-wheel and meansfor operating the same, of a shaft to be driven,

driven, said mechanism comprising a sus pended frame capable of swingingmovement in a horizontal plane, a pair of parallel friction diskscarried by said frame and disposed one on each side of the shaft to bedriven, said friction disks adapted to have a movement toward and fromeach other and having friction rims presented toward the frictionsurface of the flywheel, a shiftable friction wheel on the shaft to bedriven, having a friction rim disposed adjacent the faces of said disks,means for moving the disks in unison to bring their plane faces intofrictional driving engagement with the rim of the shiftable frictionwheel and for moving the friction rims of the disks into drivingengagement with the friction surface of the fiy-wheel, said meanscomprising bell crank levers fulcrumed to fixed parts and leversfulcrumed on the bellcrank levers and connect-ed to the opposed frictiondisks, and an operating hand lever and connections between the same andthe levers for operating both disks in unison.

5. An automobile transmission gearing, combining a direct and a frictiondrive, said gearing including a drive-shaft, a fly-wheel and meansdriving it from said shaft, a driven-shaft a clutch mechanism betweensaid shafts, serving to connect one with the other, opposed frictiondisks one at each side of the driven-shaft, and rotatable in a plane atright-angles to the rotation thereof, a change speed friction wheelshiftable on tho driven-shaft having its rim normally disposed adjacentsaid disks, and means for imparting to the disks in unison a combinedmovement toward and in contact with the change-speed wheel and towardand in contact with the fiy-wheel, said means including a pair of leversfor each friction disk, one of said levers being fulcrumed to a fixedpart and the other lever being fulcrumed on the. first-named lever, andconnected to said disk.

6. An automobile transmisison gearing, combining a direct and a frictiondrive, said gearing including a drive shaft, a fly-wheel and meansdriving it from said shaft, a

driven-shaft, a clutch mechanism between said shafts serving to connectone with the other, opposed friction disks one at each side of thedriven-shaft and rotatable in a plane at right-angles to the rotationthereof, a change-speed friction wheel shiftable on the driven-shafthaving its rim normally disposed adjacent said disks, and means forimpartmg to the disks in unlson a combined movement toward and 1ncontact with the change speed wheel and toward and in contact with theflywheel, said means including a lever connected to each disk andimparting a movement thereto parallel with its axis, a bell-crank leverfulcrumed on a fixed part and connected to one of the firstnamed leversfor moving the disks at right- -angles to said first movement and towardand from the fiy-wheel, said first-named lever being fulcrumed on thesecond lever, and an operating lever and connections for actuating thefirst-named levers.

In an automobile transmission gearing, the combination with an engineshaft, a fly-wheel, means for driving the fly-wheel from the engineshaft, a driven-shaft, a change speed wheel shiftably mounted thereon,and a clutch mechanism serving as a direct drive between said shafts, ofa friction drive mechanism mounted for bodily movement in two directionsone substantially at right-angles to the other, one of said movementsbeing toward and from the change speed wheel, and the other movementbeing toward and from the fly-wheel, said movements being substantiallyin unison, said friction drive mechanism including a pair of connectedlevers at each side of the transmission, one of said levers being abellcrank and fulcrumed to a fixed part, and the other lever beingfulcrumed on the bellcrank lever, and a unitary mechanism within thecontrol of the operator and connected to said lever mechanism forimparting both movements to the friction drive mechanism by a singleapplication of power in one direction.

8. In an automobile transmission gearing, the combination with an engineshaft, 'a flywheel, means for driving the fly-wheel from the engineshaft, a driven-shaft, a change speed wheel shiftably mounted thereon,and a clutch mechanism serving as direct drive between said shafts, of afriction drive mech anism mounted for bodily movement in two directionsone substantially at right-angles to the other, one of said movementsbeing toward and from the change speed wheel, and the other movementbeing toward and from the fly-wheel, said friction drive mechanismcomprising a lever fulcrumed to a fixed part and a second leverfulcrumed on the first lever and connected to said mechanism, saidclutch mechanism having a part extended into the range of movement ofthe change speed wheel and actuated by said wheel to release the clutchsubstantially simultaneously with the engagement of the friction drivemechanism with the change speed wheel and fly-wheel respectively,

9. In an automobile transmission gearing, the combination with an engineshaft, a flywheel, means for driving the fly-wheel from the engineshaft, a driven-shaft, a changespeed wheel shiftably mounted thereon,and a clutch mechanism serving as a direct drive between said shafts, ofa friction drive mechanism mounted for bodily movement in two directionsone substantially at rightangles to the other, one of said movementsbeing toward and from the change-speed wheel, and the other movementbeing toward and from the fly-wheel, and a lever mechanism within thecontrol of the operator for imparting both movements to the frictiondrive mechanism by the single application of power in one direction, andmeans associated with said lever mechanism for automaticallycompensating for different pressures of the friction drive mechanism atopposite sides of the driven-shaft.

10. In an automobile transmission gearing, the combination with anengine shaft, a fly-wheel, means for driving the fly-wheel from theengine shaft, a driven-shaft, a change-speed wheel shiftably mountedthere on, and a clutch mechanism serving as a direct drive between saidshafts, of a friction drive mechanism mounted for bodily movement in twodirections one substantially at right-angles to the other, one of saidmove ments being toward and from the changespeed wheel, and the othermovement being toward and from the fly-wheel, and means forautomatically compensating for difierent pressures of the friction drivemechanism at opposite sides of the driven-shaft, said last-named meanscomprising a lever mechanism connected with the friction drive mechanismand a sleeve turnably mounted on the driven-shaft and having an openingof greater diameter than the shaft in one direction to permit of alateral movement of the sleeve relatively to the shaft, means connectingopposite portions of the sleeve to the lever mechanism and manuallyoperating means connected to the sleeve for imparting rotation thereto.

11. In an automobile transmission gearing, the combination with anengine shaft, a fiy-wheel, means for driving the fly-wheel from theengine shaft, a driven-shaft, a change speed wheel shiftably mountedthereon, and a clutch mechanism serving as a direct drive between saidshafts, of a friction drive mechanism and means for bodily moving thefriction drive mechanism in two directions one substantially atright-angles to the other, said means comprising a movable frame, alever mechanism connected to the friction drive mechanism and moving thesame into and out of engagement with the change speed wheel, abell-crank lever having one portion connected to the lever mechanism andanother portion connected to said frame adapted to move the frictiondrive into and out of engagement with the flywheel in unison with theengagement of the friction mechanism with the change speed wheel.

12. In an automobile transmission gear- .ing, the combination with anengine shaft,

a fiy-wheel, means for driving the flywheel from the engine shaft, adriven-shaft, a change speed wheel shiftably mounted thereon, and aclutch mechanism serving as a direct drive between said shafts, of afriction drive mechanism mounted for bodily movement in two directions,one substantially at right-angles to the other and one of said movementsbeing toward and from the change speed wheel, and the other movementbeing toward and from the fiy-wheel, and means for shifting the changespeed wheel, said last means comprising a pivoted lever suspended from afixed point, a manually operated lever and a link connecting with thefirstnamed lever.

13. An automobile transmission mechanism having in combination afly-wheel; means for driving the same; a driven shaft clutch mechanismbetween the fly-wheel and driven-shaft; a shiftable change speed wheelon the drivenshaft-; a suspended transmission frame mounted forreciprocal movement toward and from the fly-wheel; friction disksmounted in the frame and movable therewith; studs projecting inwardlyfrom the frame toward the driven-shaft; said disks having hub portionswith ball-bearings mounted on said studs adapted to sustain the thruston the disks; a lever mechanism connected to the frame for moving thedisks on said studs toward and from the change speed wheel; and formoving the disks toward and from the fly-wheel, said mechanismcomprising a bell-crank lever fulcrumed to a fixed part and a leverfulcrumed on the bell-crank lever and connected toone of the frictiondisks.

14. An automobile transmission mechanism having in combination, afly-wheel; means for driving the same; a driven-shaft; clutch mechanismbetween the fiy-wheel and driven-shaft; a shiftable change-speed wheelon the driven shaft; a suspended transmission frame mounted forreciprocal movement toward and from the fly-wheel; friction disksmounted in the frame and movable therewith; studs projecting inwardlyfrom the frame toward the driven shaft, said disks having hub portionswith ball-bearings mounted on said studs adapted to sustain the thruston the disks; .a lever mechanism connected to the frame for moving thedisks on said studs toward and from the change speed wheel; and meansassociated with the lever mechanism and actuated thereby for moving theframe into engagement with the fiy-wheel in unison with the movement ofthe disks into engagement with the change speed wheel, said last-namedmeans including bell-crank levers suspended from a fixed point havingone arm connected to said frame and another arm connected to said levermechanism.

15. An automobile transmission mechanism having in combination, afly-wheel; means for driving the same; a driven shaft; clutch mechanismbetween the fly-wheel and driven shaft; a shiftable change speed wheelon the driven-shaft; a suspended transmission frame mounted forreciprocal movement toward and from the fly-wheel; friction disksmounted in the frame and movable therewith; studs projecting inwardlyfrom the frame toward the driven-shaft, said disks having hub portionswith ball-bearings mounted on said studs adapted to sustain the thruston the disks, a lever mechanism connect-ed to the frame for moving thedisks on said studs toward and from the change-speed wheel; and meansassociated with the lever mechanism and actuated thereby for moving theframe into engagement with the fly-wheel in unison with the movement ofthe disks into engagement with the change speed wheel, said last-namedmeans including bellcrank levers suspended from a fixed point having onearm connected to said frame and another arm connected to said levermechanism, said fly-wheel having a friction surface of larger diameterthan that of the change speed wheel, and one of the arms of saidbell-crank levers having greater length than the other whereby thepressure on the fiyliwheel and change speed wheel is equalize 16. In atransmission gearing, the combination with a drive-shaft, a driven-shaftalined therewith and a shiftable change speed wheel carried by thedriven shaft, of a fly-wheel, connections between the flywheel anddrive-shaft for operating the former, a clutch mechanism between theflywheel and the driven-shaft .and serving as the direct drivetherebetween, a suspended frame, friction disks thereon adapted tosimultaneously engage the fly-wheel and change speed wheel, and a levermechanism for moving the frame in one direction and simultaneouslytherewith moving the friction disks at right-angles to said movement,said lever mechanism including devices for equalizing the pressuresapplied by the disks to the fly-wheel and change speed wheel.

In testimony whereof I aflix my signature in presence of two witnesses.

HENRY L. BEACH.

Witnesses:

E. F. Donn, T. H. BRANDON.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, I). 0.

